Electric-railway system.



7 W. ROBINSON."

ELECTRIC RAiLWAY SYSTEM.

APPLIOATION I'ILEID APR. 9, 1906.

Patented Oct. 20, 1908'.

3 SHEETS-SHEET 1.

WITNESSES:

nu: NORRIS PETERS co, WASHINGTON, D. c,

W. ROBINSON. ELECTRIC RAILWAY SYSTEM.

APPLICATION nun APR. 9, 1906.

Patentd Oct. 20, 1908.

3 SHEETS-SHEET 2.

INVENT'OR WITNESSES:

dd- L wm THE uonms psrsxs cu. WASHINGTON, u. c

W. ROBINSON. ELECTRIC RAILWAY SYSTEM. APPLICATION FILED APR. 9, 190a Patented Oct. 20, 1908.

3 SHBETS SHBET YHE Nomazs PETERS ca, WASHINGTON. n. c.

UNITED STATES WILLIAM ROBINSON, OF BROOKLYN, NEW YORK.

ELECTRIC-RAILWAY SYSTEM.

Specification of Letters Patent.

Patented Oct. 20, 1908.

Application filed April 9, 1906. Serial No. 310,662.

To all whom it may concern:

Be it known that 1, WILLIAM RoBINsoN, a citizen of the United States, residing in Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Electric-Railway System, of which the following is a specification.

My invention comprises an electric railway safety system in which. the third rail or contact conductor is divided into sections insulated from one another and normally disconnected from the source of working current. My invention embodies various improvements in this connection.

The nature of my invention will be understood from the description which follows, reference being had to the accompanying drawings, which form a part of this speciiica tion, in which Figure 1 is a diagram showing the circuit instruments in elevation, partly in section, illustrating my invention as applied to a railroad track; Fig. 2 is a vertical section through the line X, X Fig. 1 Fig. 3 is a view similar to that shown in Fig. 1, illustrating the invention as applied to a track including a draw-bridge; Fig. 4 is a similar view show ing the invention as applied to a track including a track switch; Fig. 5 is an enlarged view of the drawbridge lock; and Fig. 6 is an elevation showing the interlocking switch control.

In Figs. 1 and 3 the third rail or working contact conductor is shown as located between the track rails, while in Fig. 4 the third rail is located outside of the track rails, a more convenient arrangement for illustrating my invention in connection with'track switches.

A, A represent the service or traction rails of a railroad track, in which the rail line A is continuous and serves as a return for the electric currents, while the rail line A is divided into sections, a, b, 0, 3 7%, insulated from each other as shown at a, b, 0, 7

B represents a working conductor or third rail, parallel to the track rails and divided into sections (1, e, 3 separated or insulated from each other, as shown at d, e,f.

O represents a high potential or workingcurrent electric generator and D a feeder proceeding therefrom, while E represents another electric generator of lower potential current, and F a feeder proceeding therefrom. The generators C and E, respectively, have one terminal connected by branch conductors g, Z, to the return rail A. The working current feeder D is normally disconnected from the third rail sections d, e, f, as illus trated at the open contacts 77., '11. The lower potential feeder F, however, is normally connected in multiple to the track sections a, b, 0, preferably near one end of said sections, by the wires 5 5 5. At the opposite ends of said sections the respective track relay magnets 5 5, 5 have one terminal connected to said respective track sections by the wires 2, 2 2 and their opposite terminals connected to the return rail A of the track by the wires 2 2, 2 Thus said relay magnets in their normal condition are energized by current from said feeder F, entering at one end of said respective track sections, passing over the length of the same, energizing said relay magnets and returning by the opposite or return rail A to the generator E, completing the relay circuits.

The track relays 5 5 5 attracting their armatures 4*, 4 4*, keep the secondary cir cuits 2, 3, 4, normally closed. Thus the secondary circuit 2, for instance, including the magnets 5 and 6, is normally closed at g by the relay 5 attracting its armature 4 whereby said magnets 5 and 6 are normally energized and attract their respective armatures. The magnet 5 attracting its armature 7 keeps the circuit 11 of the solenoid 12 normally open at the contact points 9, while the magnet 6 keeps the similar circuit 13 of the solenoid 14 normally closed at the contact points 10. In like manner the secondary magnets n and 15 being normally on closed circuit, the magnet 15 attracting its armature 16 kee s the circuit 11 of the solenoid 12 on norma ly closed circuit at the con tact points 17. In like manner also, the secondary circuit 3 being normally closed at q the magnet 18 therein attracting its armature 22 keeps the circuit 18 of the solenoid 14 normally on open circuit at the contact points 23, as shown in Fig. 4, while the magnet 19 attracting its armature 20 keeps the circuit 24 of the solenoid 25 normally closed at the contact points 21.

The solenoids 12, 14 and 25 are used to directly control the propulsion current switches 27, 28, 29, for connecting the heavy working current from the feeder D to the working or third rail sections d, e, f, and dis connecting the same therefrom. These solenoids or propulsion current switch magnets, therefore, are much heavier and more power ful than any of the other magnets heretofore described.

It will be observed that I take from the feeder F currents of three different degrees of strength or efficiency in the different cir cuits and magnets utilizing the same. Thus in the conductors 5 5 5, furnishing current to the track relays 5 5 5 I insert heavy resistances 92, since said relays require but a light operative current.

The magnets in the circuits 26, 2, 3 and 4 need be stronger than the track relays controlling their circuits since they control the circuits of the much heavier solenoids 12, 14, 25, which latter must have the greater strength required to control the opening and closing of the heavy working circuits from the feeder D. Accordingly in said circuits 26, 2, 3, &c. connected to the feeder F at the points m, I insert the resistances n which are considerably lower than the resistances 92. In like manner I insert much lighter resistances r, in the 'circuits 11, 13 and 24 of the heavy solenoids 12, 14, 25. The latter circuits have one terminal connected to the feeder F, as shown, at p, and the other terminal to the return rail A, as shown at 31. Thus we obtain from a single source of supply or from a single feeder, a low strength current for the track relays, an intermediate current for the secondary or intermediate magnets, and a much stronger tertiary current for the heavier work described.

K represents a car or train provided with a driving motor L, a controller M and a contact brush or collecting shoe it making running contact with the third rail B. The motor L has one terminal connected electrically to the car axle by the wire 8 and the other terminal to the controller M by the wire t. The contact shoe a is connected to the controller by the Wire 1), as shown.

The operation is as follows, assuming the train to run from left to right. When the car or train enters upon the track section b for instance, as shown, the wheels and axles short circuit the current from the relay magnot 5 which, thus deenergized, releases its armature 4 thus opening the circuit 3 through the magnets 18 and 19 at the contact points 9. The deenergizing of the magnet 18, releasing its armature 22, closes the circuit of the solenoid 14 at the contact points 23. The circuit through said solenoid is thus completed since its circuit is normally closed at the contact points 10 as de scribed. Said solenoid 14 now actuates the switch 28, closing circuit between the con tacts i 'L and thus connecting the working feeder D to the contact section 6 through the wires 30, 32, as shown, whereby the'car or train L is supplied with working current as long as it is on the section b. The denergizing of the magnet19 as described opens the contacts 21 in the circuit of the solenoid tion between the track section 0 and the contact or third rail section f through the conductors 35, 36; thus a train entering upon the section 0 with its controller closed, while a forward train occupies the section b, is not only deprived of working current but circuit is closed upon its motors through said conductors 35, 36 and switch 29. Thus great braking and controlling power may be automatically secured in direct proportion to the speed of the train, when the motors are adapted and arranged to be converted into generators.

It will be seen that by the means described a train occupying a section will protect itself automatically from rear end collisions by compelling a following train to keep the length of a section to its rear. It will be noted that when a following train enters upon the section 0 as described, its wheels and axles short circuit current from the relay 5 which, releasing its armature 4 opens the circuit 4 at the contact points g. It will be understood that the circuit 4 has precisely the same connections and adjuncts, and operates in the same manner, as the circuits 2 and 3 described. Thus the train stalled on the section a, by the presence of a train on the section b, protects itself automatically from rear end collision by arresting any train following it at the entrance of the section 3. When the car or train K has moved forward to the section's, passing off the section b the relay 5 is instantly energized by the removal of its short circuit,thus restoring the circuits connected with the sec tion a to their normal condition and thereby permitting the slowed or stalled train at the entrance of section 0 to take current and proceed.

In Fig. 3 in which a drawbridge 47 is illustrated in the track the operation is precisely the same as described in connection with Fig. 1, as long as the drawbridge isin its normal working position and securely locked. As shown in the drawing however the lock bolts 48, 49, at both ends of the bridge are withdrawn thus leaving the bridge free to swing. The resulting conditions will be understood from the following explanation: The bolt 48 being withdrawn the closer 50, actuated by the spring 52, first opens circuit at 53 in the wire 1.1 forming a part of the circuit of the solenoid 12 which controls the admission of working current to the working section (if. Thus a train approaching the drawbridge from the right is deprived of working current at the extreme right of the track section a, the length of a section or block from the section I) which includes the drawbridge 47. It will be observed also that since the switch 27, closing circuit at h h connects the track section a and the contact section d electrically through the wires 39, 40, a train entering upon the section a, as described, is not only deprived of working current but circuit is closed upon its motors, thus converting them when suitably constructed and arranged, into generators, and thus applying braking power to stop the train as heretofore described. Thus a train approaching the drawbridge from the right is arrested automatically at or near the distant end of the section a that is, approximately, a mile more or less, from the drawbridge. The withdrawing of the lock bolt 48 not only opens circuit at 53, as described, but it instantly closes circuit at 54 between the wires 55, 56, (that is, 2 2 thus short circuiting the track relay 5*, which, thus demagnetized, releases its armature 4 This opens the circuit 2, at g, through the magnets 5 and 6 (the latter when the lock bolt 49 is in its normal locking osition and the circuit consequently open etween the points 59, 60). The demagnetization of the magnet 6, releasing its armature 8, opens the circuit at 10 of the solenoid 14, thus making it impossible for said solenoid to operateto connect the propulsion feeder D to the working conductor section 6. The insulation '0 connects flexibly the switch levers 8 andb whereby the magnet 6 controls two circuits simultaneously, opening one and closing the other, as described. In like manner the switch levers 69 and c and the levers a and 4 are connected by insulating connections v The releasing of the armature 8 closes circuit at 61 between the wires 62, 63, thus short circuiting the track relay 5', as shown. This opens the circuit 3 at g through the magnets 18 and 19. The latter releasing its armature 20 opens the circuit at 21 of the solenoid 25, thus preventing the actuation of the switch 29 for connecting the pro ulsion feeder D to the contact section hus a train approaching the bridge from the left will be deprived of current as soon as it enters upon the section 0, and simultaneously will have circuit closed on its motors through the wires 35, 36, and the switch 29, whereby said motors when properly arranged for the purpose will be converted into dynamos utilizing the momentum of the train for braking purposes as heretofore described. Thus it will be seen that by the means described a train approaching the bridge from either direction will be deprived of current and arrested the length of a section or block from the section including the drawbridge.

When the lock-bolt 49 is drawn first the closer 51 instantly closes circuit on the contacts 59, 60, thus short circuiting the magnet 6, which operates and controls the circuits to the left of the bridge, in the manner described. At the same time the closer 51 closes circuit at 65 through the wires 66, 68 and magnet 67, which, attracting its armature 69 opens the circuit at 45 of the solenoid 1.2, thus preventing it from actuating the switch 27 to connect the propulsion current feeder D to the contact section d. At the same time the closing of the circuit at 46 by said magnet 67 short circuits the track relay 5 through the wires 55, 72, 68, 56, 2*, thus opening the circuits under control of said relay, as heretofore described. The reason for short circuiting the magnet 6 in this connection instead of opening its circuit, is so that the magnet 5 in the same circuit may be kept magnetized, as in its normal condition, thus holding 0 en at 9 the circuit of the solenoid 12, until t e same circuit may be first opened at 45 by the magnet 67, thus avoiding the possibility of said solenoid operating to connect the propulsion current feeder to the contact section d even for an instant during the changing, as described, of any part of the apparatus.

In Fig. 3 the bridge lock bolts 48, 49, are shown as located on the permanent way adi'acent to the bridge 47, while in Fig. 5 these ock bolts, marked 49", are located upon the bridge and arranged to engage fixtures upon the permanent way. These are regarded as equivalent arrangements of the bridge locking devices.

The application of my invention when a track switch is operated in connection with the main line is shown in Fig. 4. The conditions here are peculiar since when the switch is thrown for a siding it is necessary notonly to arrest or stop trains approaching in either direction at the distant end of the sections or blocks adjoining the opposite ends of the section which includes the switch, but it must also be possible for the train reparing to take the siding to receive propuf ion current even when the switch is set for the siding. The mode of operation under these circumstances will be understood from the following description, referring to Fig. 4 in which the switch 8 is included in the track section b. This figure also illustrates an overlapping signal system.

It may be here stated that the block signal system herein disclosed comprises the Robinson automatic electric and electro-pneumatic systems embodying the closed rail circuit system for which a basic United States Patent was granted to me on August 20, 1872, No. 130,661, (reissued July 7, 1874),

the electro-pneumatic signal system dis 3 a at the right throws out a danger signal one closed in my British patent of August 30, 1 block in advance and a cautionary signal 1871, No. 2280, the subject matter of both of which patents is disclosed in my French patent of February 29, 1872, No. 94,393. The electro-pneumatic signal system disclosed in the above named British patent is also disclosed in my United States Patent dated November 7, 1882, No. 267,259. As above indicated the automatic signal system herein described comprises the system described in the above named patents. My said system, as herein described, is modified and improved in a way adapting it for reliable and eflicient service in connection with electric railroads of the sectional contact or third rail type.

Assume now that the switch 8 is set for the main line, in the position illustrated in Fig. 4. In this case the operation and control of the various circuits will be precisely as described in connection with Fig. 1, and need not be here repeated. The opening of the circuit 3, however, (shown as open at q in Fig. 1 and closed in Fig. 4:), also opens the circuits of the signal magnets 8 8 8, Fig. 4, shown as connected in multiple to the circuit wire 3, by the wires 8, thus permitting said magnets to release their armatures, whereby said signals are thrown by their counter-weights 4 into the exposed position 5 of danger or caution as the case may be.

It will be seen that the signal 8 is a home signal, at the entrance to the section I), while the signals 8 and 3 are distant signals, 8 being exposed a block to the rear, and 3 a block in advance of the section or block b when the latter is occupied by a train.

The signal 8 may be used as a caution to an approaching motorman that he will lose current on the section 0 but may take control of his air brakes before reaching it. The signal S is a valuable auxiliary inasmuch as it notifies the approach of a train at least the length of a section or block ahead.

If a train enter the section a from the right its short circuiting of the track relay 5 opens the circuit 2 at q, thus opening also the circuit 8 of the signal magnet 8 and exposing the signal 3 the length of a block in advance. The opening of the circuit 2 also deenergizes the magnet 6, as described, which, releasing its armature 8, opens the circuit of the solenoid 14 at 10, thus preventing the actuation of said solenoid for connecting the working feeder D to the working section 6. By the means described, it is evident, a head on collision between two trains running in opposite directions on the same track is rendered practically impossible. When the signal 3 is thrown to danger it opens the circuit at 8 of the signal magnet 8 which, releasing its armature, causes the exposure of the signal 3 Thus a train entering the section two blocks in advance. When a train running from left to right enters upon the section a the signals 8 and 3 become a home and distant signal respectively in its rear.

By the above described means a complete overlapping signal system is secured in connection with, or a part of, the electric railway system described.

When the signal 3 is exposed at 5 it not only opens circuit at 8 but it closes circuit at 8 thus substituting the resistance 8 and the lamp 8 for the resistance cut out in the circuit 8 thus preserving a proper balance in the controlling circuits under all conditions.

The lamp 8 may be used to illuminate the signal S or 3 or for any other purpose.

Secondly: Assuming now that the switch 8 is thrown to admit a train to the siding 8 The first movement of the switch, or switch lock h Fig. 6, releases the lever 1 which opens circuit at 8 in the wire 31 forming part of the circuit of the solenoid 12, thus preventing said solenoid from connecting the Working feeder D to the working section cl through the wire 40. Simultaneously the circuit is closed at 8 by said lever 1 through the wire 8 and magnet 8 around the switches 8 and 22 and through the solenoid 14, thus magnetizing the latter and causing it to operate the switch 28, thus connecting the working feeder D through the wire 30, 32, 58 to the working section 6, for operation of the train about to take the siding. The energizing of the magnet 8 as described attracting its armature 0, opens circuit at 8 through the switch magnets 18, 19, the home signal magnet 8 and the distant signal magnets 8 and 8. The magnet 19 releasing its armature 20 opens circuit at 21 through the solenoid 25, at the left hand end of the track section 0, the magnet 8 simultaneously releasing and exposing the cautionary signal 8 at the same point, and the magnet 8 releasing and exposing the danger signal 3 at the right hand end. of the section a, all as hereinbefore fully described in connection with trains running when the switch under normal conditions leaves the main line clear for trains.

The switch rods are insulated at 9 and the cross rail of the switch at 9 thus preventing electrical connection between the opposite rails ofthe track at these points. In like manner the rail 9 of the siding S is insulated from the main track at 9 while the opposite rail 9 is electrically continuous with the return rail A and forms the return for the siding. The siding rail 9 is electrically connected to the main return A by the wires 9 and g.

The siding rail 9 is divided into sections insulated from each other as shown at 9, a

while the working conductor for the siding is divided into insulated sections of suitable length, as shown at N.

The track relay 0 has one terminal connected to the siding section 9 and its opposite terminal to the return W. The feeder F is connected to the section 9 through the wire f which thus furnishes current to said relay c keeping it normally magnetized.

The relay 0 controls the admission of working current to the siding contact section 01 in precisely the same manner in which the other relays described control the admission of working current to the contact sections of the main line. It is not deemed necessary therefore to more fully elaborate this feature.

When for any reason it becomes necessary to connect working current to the working sections independently of trains this is readily done by closing the hand switch e around the switches 16 and 7, thus closing circuit through the solenoid 12 which operates to connect the working feeder D to the working section (Z as described. This hand switch 6 may be located at a station or at any point desired. Furthermore, when it is desired that a train on a section should operate on that section independently of control by trains on other sections connection may be made between the secondary magnet 9" (Fig. 4), and the back contact 9 When therefore the track relay 7 releases its armature 7 circuit is closed at 9 through the magnet 9 The latter attracting its armature 9 closes the circuit of the solenoid 9 at the point W. The presence of a train on the section 7 g closes circuit at 8* through the demagnetization of the relay 7, in the usual manner. Thus the circuit of the solenoid 9 is completely closed and the switch 9 actuated to connect the working feeder D to the working section 7 in the manner heretofore described.

It is conceivable that under some conditions when a train is on a section a wandering current of high potential might reach the track relay 5 for instance, and close circuit at 9, thus interfering with the proper action of the secondary magnets 18, 19, and the signal magnets under control of the circuits 8. To obviate this possibility I introduce the magnet 43 in the working circuit 32 so that when working current passes over said circuit 32 said magnet 43 becomes magnetized and attracting its armature 6 opens circuit at 44 in the circuit 3, thus producing the same results as when said circuit is opened at Q by the demagnetization of the relay 5'. Manifestly, therefore, while a train occupies the section a and is using working current it is immaterial whether the relay 5 is or is not magnetized, since the secondary circuit which it controls is necessarily opened at 44. When however the train opens its controller thus cutting off working current the circuit 3 is, of course, closed at 44 and opened at g, by the track relay 5 releasing its armature as described. Nevertheless if the magnet 43 and its armature were omitted and a wandering current should magnetize the relay 5 as described, said relay attracting its armature 4 and thus closing the circuit 8 at q we uld, as will be seen, magnetize the magnet 18, which attracting its armature would open, at 23, the circuit of the solenoid 14, which latter would thus cut off the feeder D from the section 6. It is evident, then, that even in this case any accidental interference with the regular working of the system could only be for an instant.

The magnet 43 is put in derived circuit from the conductor 32 and a considerable resistance 4 is included in this derived circuit in order to reduce the current through said magnet to the requisite operative strength. A slight resistance 4 is put in the circuit 32 around said ma net, in order to prevent a dead short circuit of the same. Similar switch magnets 43, controlling switches as described, are included in the working circuits between the various working sections and the working current feeder D.

Fig. 4 shows an electro mechanical system of signals, while Figs. 1 and 3 show an electropneumatic, or fluid pressure, system controlled by electro magnets. In the latter case the semaphore signal 9 is kept in the safety or inclined position shown at 9 by means of compressed air or other fluid admitted to the cylinder 9 from the gas or air tank T, through the pipes H. The admission of air to said cylinder is controlled by the valve 9 and this valve is controlled by the electro magnet 9. When said magnet is magnetized it opens said valve, admitting air to the cylinder and thus holds said signal in the inclined or safety position as its normal position, as shown at 9 When, however, a train enters upon the section b, for instance, short circuiting the track relay 5-, the latter opens the signal circuit at q, thus demagnetizing the signal magnet of the signal 9. The spring 9* now closes the valve 9 and opens the exhaust at 9 thus permitting the escape of the air or gas from the cylinder 9 The signal blade thus released is now thrown into the horizontal position representing danger or caution, by its counter-weight 9 as indicated by the horizontal blade 9 of said signal 9.

Reversing springs a are utilized to reverse the magnetic switches, in the usual way.

Resistances s are placed in the signal controlling circuits in order to secure to the signal magnets the proper relative strength of operative current.

It will be understood that this system may be used in connection with overhead trolley, elevated, surface, slotted roadway or other systems and under any conditions where applicable and still be within the spirit, purpose and scope of my invention.

It is here pointed out that if a train break in two, or if a portion of a train while making up or switching, be left on a track section or block, that abandoned portion of the train will automatically protect itself from possible rear end collision by automatically controlling and rendering dead the section of block back of it, in the manner heretofore described. At the same timethe head section of the train may back up and couple with the rear section without liability of interfering complications arising to the rear of the latter. I

Having thus described my invention what I claim as new and desire to secure by Letters Patent, is

1. In an electric railway system embodying a sectional working or contact conductor, a source of working or propulsion current supply normally disconnected from said working sections, a car or train, means under control thereof for connecting said working current supply to the working sections or blocks occupied by said car or train and disconnecting the same therefrom, a movable portion of track in one of said sections or blocks, mechanical means for locking or securing the same in position, an interlocking electric switch dominated or controlled by the position of said track-locking means, a change of said electric switch from its normal condition operating to secure an open circuit in the feed connection which furnishes work ing current to a different working section or block from that embodying said movable portion of track, and means for actuating said electric interlocking switch before said track locking means, or the track, can be changed.

2. in an electric railway system embodying a sectional working or contact conductor, a source of working or propulsion current supply normally disconnected from said working sections, a car or train, means actuated thereby for connecting said current supply to the working sections or blocks occupied by said car or train, a movable portion of track within the limits of one of said sections or blocks, means for securing or locking said movable portion of track in position, an electric interlocking device in combination therewith, the reversing or changing of said electrical device from its normal position operating to open circuit in the feed controlling connection which furnishes working current to a different working section or block from that including said movable portion of track, and means whereby the first movement for changing said track locking means, or the track, from its normal position, will operate to reverse said electric interlocking device, said means making it necessary that movable portion of track, when dis sulated from one another, a working or propulsion current feeder normally disconnected from said working sections or blocks, a subsidiary feeder carrying current of lower potential than the working current, switch magnets in the circuits of said low potential feeder, said respective switch magnets actuating switches for connecting the propulsion current feeder to the respective sections of said working or contact conductor and disconnecting the same therefrom, a car or train, means under control thereof for actuating said switch magnets, a movable portion of track within the limits of one of said sections or blocks, means for locking the same in position, a circuit controlling device in combination therewith, an electric connection between said circuit controlling device and the switch magnet controlling the accession of working current to a working section or block adjacent to that including said movable portion of track, the changing of said circuit controlling device from its normal position operating to prevent said electric switch from connecting said working current feeder to said adjacent section or block.

4. In an electric railway system, the combination of a working or contact conductor formed in sections or blocks separated or insulated from one another, a working or propulsion current feeder normally disconnected from said sections but arranged for connection thereto, a track switch in connection with one of said sections or blocks, mechanical means for securing the same in proper alinement with contiguous portions of the track, an electrical interlocking device in combination with said mechanical locking means, electrically controlled switches controlling the accession of working current to the sections or blocks at opposite ends of the section embodying said track switch, electrical connections between said electrically controlled switches and said electrical interlocking device, whereby the changing of the latter from its normal position will operate said switches to open electrical connection between said working conductor and said working sections or blocks.

5. In an electric railway system having sectional contact or working conductors, a source of working current supply normally disconnected from said working sections or blocks, means for automatically connecting said current supply to said respective sections and disconnecting the same therefrom,

a movable portion of track within the limits of one of said sections or blocks, means for looking or securing the same in position, an electric interlocking device dominated by said track-locking or securing means, the releasing or reversing of said electric device op erating to secure an open circuit in the feed connections furnishing working current to the sections or blocks at opposite ends of the section or block embodying said movable portion of track before said track locking device can be released or the track moved, whereby trains approaching said movable portion of track, in either direction, will be deprived of working or propulsion current while at a safe distance therefrom.

6. In an electric railway system having sectional contact or working conductors, a source of working current supply normally disconnected from said working sections or blocks, means for automatically connecting said current supply to said respective sections and disconnecting the same therefrom, a movable portion of track within the limits of one of said sections or blocks, means for looking or securing the same in position, an electric interlocking device dominated by said track looking or securing means, the releasing or reversing of said electric device operating to secure an open circuit in the feed connection furnishing working current to a section or block adjacent to the block including said movable portion of track before said movable track section is released or put in movable condition, and means for securing electrical connection between the working section of said block located adjacent to the block including said movable portion of track and its sectional traction rail return, whereby a train, on entering upon said adjacent section or block will be deprived of propulsion current and have its motor circuit closed upon itself.

7. In an electric railway system, the combination of a working or contact conductor formed in sections or blocks separated or insulated from one another, a working current feeder normally disconnected from said sections, means for connecting the same thereto, a traction rail formed in corresponding blocks or sections insulated from each other, a secondary feeder of lower potential than that of the working current, one terminal thereof being connected in multiple to said traction rail sections, with heavy resistances between said feeder and said sections, relays having their respective terminals connected to said traction rail sections and to the return rail, said relays being normally on closed circuit, secondary magnets in circuits under control of said relays and deriving current from said secondary feeder, resistances in said magnet circuits of less resistance than those in the relay circuits, a third circuit deriving current from said secondary feeder and having slight resistances therein, solenoids or magnets in said last named circuits for directly controlling the working circuits, said third. circuit being under control of the magnets in said second circuit, and the resistances in the different circuits varying according to the varying strength required in the magnets in the different circuits.

8. An electric railway system comprising sectional working or contact conductors, a working or propulsion current feeder normally disconnected from said sections, closed track circuits, relays therein, a feeder of lower potential than that of said propulsion current, switch magnets under control of said relays and receiving operative current from said low potential feeder, said respective switch magnets controlling the connec tion of the working or propulsion current feeder to the respective working sections and the disconnection of the same therefrom, a car or train operating to cause one of said switch magnets to connect the working or propulsion current to the section or block occupied by said car or train, and simulta neously actuating a switch magnet connected to a different section or block to prevent the accession of working or propulsion current to said last named section or block, and electrically controlled signals in combination with said electric railway system, forming a part of the same and actuated simultaneously therewith.

9. An electric railway system comprising closed track circuits, relays connected therein, a source of low potential current for vitalizing said relays, a working or contact conductor formed in sections insulated or separated from one another, a power current feeder normally disconnected from said working sections, means for automatically connecting said power current feeder to said respective Working sections and disconnecting the same therefrom, a common return for the power current and the relay current, and means under control of said power current for preventing possible accidental interferonce by said power current with the proper operation and functions of said relays.

10. An electric railway system embodying a closed track circuit, arelay therein, a low potential current feeder therefor, a working or contact conductor made in sections, a power or propulsion current feeder normally disconnected from said sections, means for connecting the same thereto, a return circuit common to the propulsion current and the low potential or relay controlling current, means for operating said system automatically, and means for preventing accidental interference by a wandering propulsion or other current with the proper operation of the relay or switch controlling magnets.

11. An electric railway system comprising a sectional working conductor, a working or propulsion current feeder normally disconnected therefrom, sectional closed track circuits, relays included therein, secondary circuits under control of said relays and including switch magnets of greater power than said relays, said switch magnets being arranged to connect the working or propulsion current feeder to said working sections and to disconnect the same therefrom, the denergizing of said relays opening said secondary circuits at one point, and switch magnets controlled by the propulsion or working current for opening circuit at an additional point in said secondary circuits.

12. An electric railway system comprising a working or contact conductor formed in sections or blocks separated or insulated from one another, a working or propulsion current feeder normally disconnected therefrom, an electrically propelled car or train, means under control thereof for connecting said working current feeder to the section or block occupied by said car or train, and preventing the accession of working current to a different section or block, said means being under control of the car or train throughout the length of the section or block occupied thereby, a movable portion of track within the limits of one of said sections or blocks, means for securing the same in position, electrical circuit-controlling means in combination therewith operating to control combination with said electric railway system, forming a part of the same and actuated simultaneously therewith, said signals extending or located beyond the ends of the block embodying said movable portion of track.

18. In an electric railway system, the combination of a working conductor made in sections or blocks separated or insulated from one another, a working current feeder normally disconnected from said working sections or blocks, a feeder of lower potential than that of the working current, switch magnets deriving current therefrom and op erating to connect said working current feeder to said working sections and to disconnect the same therefrom, and means for opening circuit at a plurality of points in said switch magnet circuits on connecting said Working current feeder to said working sections, a switch magnet, actuated by the working current, operating to open said circuits at one of said points.

WILLIAM ROBINSON.

' Witnesses V J. HENRY HUNTER, L. C. HEOKLE. 

